Showing posts with label Moto Guzzi. Show all posts
Showing posts with label Moto Guzzi. Show all posts

Monday, June 22, 2015

Venier’s ‘Tractor 03′: a Moto Guzzi V7 Scrambler

Venier Customs' Moto Guzzi 'Tractor 03'
We wonder if Stefano Venier knew what a hit his ‘Tractor V75‘ would be when he created it. Based on a 90s-model NTX 750, it struck a balance between looks and usability—and has since kicked off a series of builds.

This is ‘Tractor 03,’ and it’s been built using a more modern donor—the 2011 Moto Guzzi V7. Just like its predecessors, it’s been given a hefty dose of scrambler style. And, in typical Venier Customs fashion, it looks absolutely factory fresh.

Part of the Guzzi’s charm is a subtle aesthetic that Stefano prides himself on. “I have a few extreme builds I’m currently working on,” he says, “but most of my builds have to look like motorcycles—not customs.”
Stefano’s Italian—but he lives in New York. On this project, he roped in local builder Lou Neziri to handle some of the fabrication, assembly and paint duties.
The first part to get swapped out was the V7’s tank—in its place is Venier Customs’ signature aluminum scrambler unit. Lou then hand-made a set of aluminum side panels and fenders (to Stefano’s spec) to complete the bodywork.

Unlike most customs, the seat’s been designed for two people—and the subframe’s gone untouched. “We’re trying to keep the two-seater setup,” says Stefano, “and all the comforts that an everyday motorcycle should have.”
In keeping with that philosophy, the V7’s also retained its original switchgear—but the handlebars have been swapped out for a set of Renthals. The lights and turn signals have also given way to more svelte items.

The cockpit’s been cleaned up further with a neat GPS speedo. (Look closely, and you’ll spot the Venier Customs logo on its face.)
Since Stefano was working on a modern, reliable motorcycle, he left the engine alone—save for a set of vintage-looking “small block” cylinder head covers. A new set of mufflers were supplied by partners Mass Moto, developed especially for the ‘Tractor’ series.
Suspension specialists Ikon also came on-board, hooking Stefano up with a new set of shocks. The wheels are stock, but they’ve been stripped, powder-coated and reassembled. Continental’s popular TKC80 tires round off the package.

The V7’s new livery is as sublime as we’ve come to expect from the Venier stable. A dark matte green dominates the bike—broken by a black stripe, with a gold logo and pinstripes.
Venier Customs’ Tractor series is good enough to make you wish that Moto Guzzi would start taking notice. Customers certainly are: 04 and 05 are already in the queue.
Venier Customs website | Photos by Alex Logiaski
 First published on

Saturday, November 1, 2014

Ayrton Senna tribute by Marcus Walz

Moto Guzzi Ayrton Senna 20th Anniversary tribute motorcycle by Marcus Walz.

It’s a common sight to see Formula One drivers zooming up and down the pit lane on scooters. But many of these hardcore racers have more serious motorcycles secreted away in their personal garages. Guys like Lewis Hamilton, Jensen Button, Mark Webber and Michael Schumacher are all two-wheeled aficionados—and many enjoy customizing their bikes too.
Ayrton Senna da Silva, perhaps the most talented Formula One driver of all time, was also a keen motorcyclist. This year is the twentieth anniversary of Senna’s passing at Imola, so the German builder (and motorcycle racer) Marcus Walz has just created a stunning limited edition Moto Guzzi Le Mans in his honor.
Moto Guzzi Ayrton Senna 20th Anniversary tribute motorcycle by Marcus Walz.

Marcus Walz is a familiar face in the Formula 1 pit lane: his customers include Sebastian Vettel, Kimi Räikkönen, David Coulthard and Gerhard Berger. As you can imagine, his work is very much in the premier league—and this Le Mans is no different.
Three Senna tribute bikes have been created, based on 1970s Moto Guzzis from the Le Mans Mark I series. They’re completely rebuilt from the ground up, with custom bodywork finished in colors inspired by Senna’s famous helmet designs, taken from the Brazilian flag and painted by Sid Mosca.
Moto Guzzi Ayrton Senna 20th Anniversary tribute motorcycle by Marcus Walz.

Walz has punched the 850cc engine out to 1040cc, and it now delivers an easy 90hp; weight has dropped to around 175kg (385 lbs). The custom sheet metal is 1.5-millimeter aluminum, including the custom gas tank, seat section and front fender.
Moto Guzzi’s famously sweet-handling frame has been sandblasted, detabbed and powder-coated for an even better than factory finish. Walz has upgraded the suspension too, with new fork tubes, internals, and progressive springs. Out back are YSS Z-Series shocks, with adjustable preload, rebound and length.
Moto Guzzi Ayrton Senna 20th Anniversary tribute motorcycle by Marcus Walz.

The 18” original Le Mans cast wheels are now black powdercoated and fitted with ContiRoadAttack 2 Classic Race rubber: 110/80 at the front, and 130/80 at the back.
Moto Guzzi Ayrton Senna 20th Anniversary tribute motorcycle by Marcus Walz.

Brembo two-piston calipers are on braking duty at both ends, now clamping on drilled stainless steel rotors. The rearsets are hand-fabricated and fully adjustable, and the clip-on bars are from high-end German specialist LSL.
Moto Guzzi Ayrton Senna 20th Anniversary tribute motorcycle by Marcus Walz.

The styling is classic, the power-to-weight ratio is ample, and the engineering is immaculate. We think Ayrton would have approved.
Walzwerk Racing | Facebook | Instagram
Moto Guzzi Ayrton Senna 20th Anniversary tribute motorcycle by Marcus Walz.
The post Ayrton Senna tribute by Marcus Walz appeared first on Bike EXIF

Wednesday, September 3, 2014

21 Grammes

21G Guzzi 1
In 1901 Dr Duncan McDougal, by way of measuring bodies at the moment of death, proposed that the human soul weighed just 21 grams. I disagree with Dr McDougal’s theory. I’m sure mine weighs far more as it would go some way to explaining why I look like a burst sausage in my leathers. Thankfully, for Philippe Carzo, the science and poetry of the theory inspired him to get in the workshop.
21G Guzzi 2
With Guzzi Le Mans of all marks becoming rarer and more expensive the relatively unloved G5 provided the perfect base. Big bore engine, Tonti frame and sporting triple discs, it’s difficult to ask for a more splendid starting point for a custom machine. However, Paolo Martin’s original design is very ‘of it’s time’ and Philippe wanted a more classic Café look.
21G Guzzi 3
A man of many talents, Philippe is a physiotherapist by day, but for 20 years now, has honed his fabrication skills. Be it panel beating, bronze welding, or moulding carbon fibre, Philippe has sought out and learnt from masters in each field, eager to learn their craft. This means he has been able to work on every aspect of the bike himself, bar the upholstery. The hand beaten, long and low tank is testament to his handiwork.
21G Guzzi 4
The thumping 1000cc engine had been rebuilt by the previous owner, providing more than adequate propulsion. While the gasses pumped out through the hand-made exhausts ‘sing like a Stradivarius’ according to Philippe! A shortend and looped rear frame hides under the alloy seat cowl contrasting with the reddish-brown leatherwork, and captured by the lens of Arnaud Viac.
21G Guzzi 5
A Harley Davidson 48 headlight and Tarozzi rearsets are the few parts not crafted by Philippe, and add a dash of modern. Hooked up to handmade linkages, the rearset foot controls stretch you out along the bike. A new loom was made, providing a reliable source of sparks and ensuring no Italian electrickery would call time on riding. Laser cut badges adorn the tank reminding Philippe of the soulful inspiration.
21G Guzzi 6
Purposely left imperfect, the frame has been left uncoated and bears the wear and tear of the bike’s life. It ties nicely to the raw metalwork, the bike is far away from a show queen and makes me to want to hop on and head for the Route Napolean. It’s been Philippe’s daily rider for 2 years now and he always enjoys being asked how old the bike is. The Guzzi’s timeless looks are now far away from the late 70’s refugee it once was.
Keep an eye out for Philippe’s next bike, an XT600 with a handbuilt aluminium frame. Can’t wait to see that!

First appeared in

Monday, August 25, 2014

‘75 Moto Guzzi 850T – Olympia Motorcycles


Written by Martin Hodgson.
Building a custom motorcycle that does one thing well is an achievement in of itself, building a custom motorcycle that is capable of being three different bikes is exceptional, from a first time builder it is a Herculean effort. This Guzzi is an automotive piece of sculpture, built for breaking records on the salt flats and registered for the road, it’s three bikes in one and it completes each task with flawless perfection.
The bike is the creation of Los Angeles artist David Miezal who took his inspiration from German speed merchant  Ernst Jakob Henne and the speed trial bikes from days of old. Simple, defined and  minimalistic with the purpose of going absolutely flat out across the salt. David started with a 1975 Moto Guzzi 850T, the Italian sports tourer that was arguably the makes best bike of the 70’s. With a strong motor and drivetrain the decision was made to simply give it a freshen up, new seals and gaskets and a carby clean means the bike will run all day long. While modern wiring, new Dyna coils and an updated regulator make the electrics just as reliable.
As an artist with a certain vision in mind David stripped the bike bare revealing a blank canvas with which to work. The frame and forks were all de-tabbed, all the unrequired cosmetic clutter was disposed of and anything that doesn’t serve an essential purpose destined for the scrap bin. Both the handlebars and the exhaust were meticulously handcrafted from stainless steel, while the custom under seat electrics box is finished with welds that match the original beads laid down in the factory. Wanting to maintain a certain patina the engine, transmission casing and wheels were all carefully cleaned by hand with David not wanting to remove any of the staining.
Increasing the visual impact of the bike is the distressed leather used to cover the custom created seat, tank and fender pads. The scars matching well with the hand sculpted and lightly stained body reminding all that this bike really lives. The switch blocks, lights and indicators are long gone, with just GT grips to hang onto, custom rearsets and polished levers to keep control and a single tacho being all that David requires.
With ambitions of top speed salt flat passes and the ability to ride on the street the suspension and tyres of 40 years ago were never going to do the job. The smoothed out front forks now sport Wirth progressive springs and FAC dampers while the rear is controlled by vintage Bitubo shocks. All of which keeps the new Avon racing rubber firmly pressed into the chosen surface of the day.
Nicknamed Heracles, both the Italian custom creation and the Greek God exhibit a defined masculinity, strength, courage and ingenuity that will maintain their legend status forever more. And when it’s not doing the ton on the salt or cruising the streets, just like its name sake , this Guzzi would be equally at home in a museum, where even static it can be admired.

24_08_2014_miezal_guzzi_08 first appeared in

Saturday, July 26, 2014

Untitled UMC-026 Guzzi

osted by on Jul 25, 2014 in Pro Builds, Untitled Motorcycles | No Comments
UMC Guzzi 1

The story of this most recent build from Untitled Motorcycles begins back in 2007 when owner Patrick Price bought a Guzzi Tonti frame off eBay with the plan of a 6-month project. Seven years later, he had a pile of bits, enough to build a complete bike, but had lost his passion for the project. Surfing the Internet, considering selling the whole thing, Patrick stumbled across Untitled Motorcycles.
UMC Guzzi 2
“I didn’t even know there was a scene like this,” says Patrick. “It was exactly what I wanted: no plastic, pared down, harking back to the ’50s.” He got in touch with Adam at Untitled who, by coincidence, had a rendering of a proposed Guzzi project which perfectly matched Patrick’s vison.
UMC Guzzi 3
“This bike’s not about speed,” says Adam. “Patrick wanted something that gave a relaxed riding style so he could roll along, hear the engine and enjoy the ride.” Patrick adds, “Modern bikes aren’t to my taste- too much plastic and I have no wish to break the sound barrier. I want to be able to enjoy the ride in comfort and to have a proper motorcycle sound.”
UMC Guzzi 5
When the boxes of bits arrived at Untitled, they discovered that Patrick had an original, unused V7 Sport tank and period Borriani spoked alloy rims. Patrick continued to source parts as the build progressed. “It’s a big help to us when customers do that because it means we can focus on the build,” explains Adam.
UMC Guzzi 6
Untitled began cleaning the frame by removing all unnecessary brackets and tabs. The unsightly battery plate was discarded and a new gel battery relocated under a custom single seat upholstered by Glen Moger. The sub frame was shortened by 20cm and LED indicators from Motorcycle Parts Online Store installed into the tube ends with custom plastic mounts machined for fit. A brand new wiring loom was installed throughout the bike.
UMC Guzzi 7
New brackets were added to the frame to support the short rear mudguard, and a Vincent-style stop light was mounted with a UMC-designed alloy bracket. “It’s really annoying having to make a bracket each time, so we’ve had a batch laser cut and are offering them to customers,” says Adam. Once complete, the frame, forks and yokes were sent off to Armourtex Power Coaters in Hackney for a high-gloss black powder-coat finish.
UMC Guzzi 8
The engine and gearbox remain stock on the bike, albeit with a complete inspection and rebuild by Rex, UMC’s chief mechanic. Most components were in good condition and retained with new big end shells, new rings, valves, guides, timing chain, seals and gaskets throughout. The cast alloy cases were sent to Middlesex Re-Bore in Mill Hill for cleaning and sand blasting.
UMC opted to keep the original Bosch electrics and points, deciding against electronic ignition. “We’ve had some poor results with electronic ignition in the past, and the basic maintenance with points is better,” explains Rex. A good starter motor is also important on these big twins, so UMC installed a reconditioned Bosch starter.
UMC Guzzi 10a
The carbs are the stock 32mm Dellortos with custom in-line manifolds. Nate at Gabriel Hounds designed and 3D-printed the custom manifolds, which were then cast in alloy. “We even got to incorporate the Untitled Motorcycles logo,” explains Nate.
The original exhaust headers were kept and new mid-sections welded to join the upswept silencers. The completed pipes were sent to Camcote Performance Coating for ceramic coating. “It’s an incredible thin coating that doesn’t rust. Conventional paint isn’t anywhere near as durable,” says Adam.
UMC Guzzi 10
At the front, flat Vincent bars carrying UMC’s trademark minimal controls and hidden wires operate the front and rear brake masters, now relocated under the fuel tank. To keep the cafe racer profile the original headlight brackets were inverted to lower the headlight level with the top of the fuel tank. The BSA-style headlight houses a Smiths chronometric speedometer with bespoke UMC cables to marry the British and Italian drives.
UMC Guzzi 4
The stock Marzocchi forks and Brembo calipers were refurbished and the original Borriani rims polished and shod with Michelin M45 dual sport tyres, an UMC favourite. The distinctive green colour, a reference to the iconic 1970s V7 Sport’s lime green paint scheme, was applied by Dennis at D-Luck’s Custom Paint Workshop in Brighton.
UMC Guzzi 9
Since Patrick’s been on the project for seven years, it seems only right that he have the last word: “Together we’ve achieved a gorgeous machine, it’s my ideal bike and no one else has one like it. These guys are good.”
See more from Untitled Motorcycles on their posh new Website, The Bike Shed’s UMC Pages or on Facebook.
Photos by Ludovic Robert

First posted on

Friday, April 18, 2014

Guzzi Le Mans by Kaffeemaschine

Guzzi Le Mans by Kaffeemaschine

If you grew up in the 1970s, you probably look back fondly on the Formula One cars of that era. The Marlboro McLarens, the Martini Brabhams, and best of all, the svelte John Player Special Lotuses.
Axel Budde of Hamburg-based Kaffeemaschine is a fan of those glory days, and so is his client Arnd Rohrlapper. So they concocted the idea of a 1970s-style cafe racer in the iconic JPS black-and-gold livery. Here’s the finished bike, based on a Guzzi Le Mans Mk III, and it sure looks good. 

Guzzi Le Mans by Kaffeemaschine

The Mk III was probably the best of Guzzi’s Le Mans variants. The styling was angular and idiosyncratic, but the core of the machine was strong and characterful—hence its popularity with custom builders today.
This particular creation, the eleventh to roll out of Budde’s Hamburg workshop, has been stripped down and rebuilt with performance in mind. There’s a capacity boost to a liter via new cylinders and pistons, with output bumped up even further thanks to sportier cam timing, revised valves and twin-spark heads. Electronic ignition, modified carbs and a balanced crank complete the engine mods.

Guzzi Le Mans by Kaffeemaschine

The transmission and shaft drive have been overhauled to cope with the extra horses, with an uprated clutch to harness the power. The exhaust is custom made—with removable decibel killers—and based on a vintage race unit.
Power is nothing without control, so Budde has upgraded the brakes with modern master cylinders and stainless lines, and refreshed the suspension. The overhauled forks are sporting FAC dampers and custom-spec Ikon shocks keep the rear end planted.
Guzzi Le Mans by Kaffeemaschine
And that exquisite tank? It’s a Magni replica, with just enough curves to highlight the famous John Player Special livery.

We reckon it’s schmokin’.
Visit the Kaffeemaschine website for more information about Axel’s bikes, and get the latest Kaffeemaschine news via Facebook.
Guzzi Le Mans by Kaffeemaschine

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Thursday, April 10, 2014

1934 Moto Guzzi V


It must be said that today we take a lot for granted. Go back 80 years and things would be very different. No mobile phones, no internet, and riding a motorcycle was an adventure in itself. This was the era that Triumph deemed automatic engine lubrication to be superfluous, that the riders of their machines could be trusted to manually work the oil pump as the bike needed it. Could you imagine doing that today on your UJM or custom? This was also the era that a small motorcycle firm named Moto Guzzi came to prominence. From their initial launch in 1921 of the ‘Normale’ model, the Guzzi brand thrived and made a name for itself by showing the passion Italians are so well known for. Today’s feature bike comes from the fledgling days of Moto Guzzi, just over a decade after the initial model launch, this V model bike was born. And 80 years on it looks just as good as ever.

Pumping out 18hp at 4300rpm, the horizontal single cylinder OHC motor can push the bike to a dizzying (for it’s day) 120kmh. Although the model V bike was produced from 1934-40, the engine evolved over the years, culminating in the racing engine found in the ‘Dondolino’ sports model of the 1950s. The engine technology is definitely agricultural, but aesthetically pleasing. External valve springs, a decompression lever and open face ‘bacon slicer’ flywheel make up componentry that in it’s day was the norm, but have all been relegated to motorcycle Valhalla.
Today’s bike is in the ownership of photographer Marc Schneider, a motorcycle fan who inherited the V after his father passed on. Marc’s father picked up the big red bike along with a Super Alsace as part of a package deal in 1981, and with little history known about this V model. The Moto Guzzi V was parked in a garage for over three decades and on inheriting it Marc adjusted the timing, fiddled with the carbs and the bike started with no issues.
By Marc’s own admittance, the bike is far from perfect, but he wouldn’t change it. As such, a breakdown on the way to the studio for the photoshoot, left the Moto Guzzi not running and a kilometre away from the studio. Such is the fun of owning a vintage motorcycle.
It’s not all doom and gloom though. According to Marc: “Fiddling with the friction dampers and the ignition timing is fun. And the sound the old thumper makes a joy. That’s why I’m happy to ride a bike that has lived for 80 years – and I’m looking forward to the next 80 years.”
First appeared in
Written by Ian Lee.